WO2014106712A1 - Method for managing the electric power network of an aircraft - Google Patents
Method for managing the electric power network of an aircraft Download PDFInfo
- Publication number
- WO2014106712A1 WO2014106712A1 PCT/FR2013/053262 FR2013053262W WO2014106712A1 WO 2014106712 A1 WO2014106712 A1 WO 2014106712A1 FR 2013053262 W FR2013053262 W FR 2013053262W WO 2014106712 A1 WO2014106712 A1 WO 2014106712A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- aircraft
- supply network
- mps1
- mps2
- power supply
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims abstract description 15
- 230000007257 malfunction Effects 0.000 claims description 13
- 239000003380 propellant Substances 0.000 claims description 9
- 238000007726 management method Methods 0.000 description 23
- 230000001141 propulsive effect Effects 0.000 description 10
- 101001068634 Homo sapiens Protein PRRC2A Proteins 0.000 description 9
- 101000908580 Homo sapiens Spliceosome RNA helicase DDX39B Proteins 0.000 description 9
- 102100033954 Protein PRRC2A Human genes 0.000 description 9
- 102100024690 Spliceosome RNA helicase DDX39B Human genes 0.000 description 9
- 239000000446 fuel Substances 0.000 description 6
- 101000694973 Homo sapiens TATA-binding protein-associated factor 172 Proteins 0.000 description 5
- 101150062199 MOT2 gene Proteins 0.000 description 5
- 102100022760 Stress-70 protein, mitochondrial Human genes 0.000 description 5
- 102100028639 TATA-binding protein-associated factor 172 Human genes 0.000 description 5
- 238000009423 ventilation Methods 0.000 description 3
- 230000004913 activation Effects 0.000 description 2
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 description 1
- 235000018734 Sambucus australis Nutrition 0.000 description 1
- 244000180577 Sambucus australis Species 0.000 description 1
- 230000002596 correlated effect Effects 0.000 description 1
- 230000002950 deficient Effects 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
Classifications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/001—Methods to deal with contingencies, e.g. abnormalities, faults or failures
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J4/00—Circuit arrangements for mains or distribution networks not specified as ac or dc
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D2221/00—Electric power distribution systems onboard aircraft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D41/00—Power installations for auxiliary purposes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D41/00—Power installations for auxiliary purposes
- B64D41/007—Ram air turbines
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J1/00—Circuit arrangements for dc mains or dc distribution networks
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/44—The network being an on-board power network, i.e. within a vehicle for aircrafts
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/007—Arrangements for selectively connecting the load or loads to one or several among a plurality of power lines or power sources
- H02J3/0073—Arrangements for selectively connecting the load or loads to one or several among a plurality of power lines or power sources for providing alternative feeding paths between load and source when the main path fails, e.g. transformers, busbars
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J9/00—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting
- H02J9/04—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source
- H02J9/06—Circuit arrangements for emergency or stand-by power supply, e.g. for emergency lighting in which the distribution system is disconnected from the normal source and connected to a standby source with automatic change-over, e.g. UPS systems
Definitions
- the present invention relates to the field of power supply of an aircraft and, more particularly, a method of managing the electrical power supply network of an aircraft.
- An aircraft conventionally comprises a power supply network in order to power the various equipment of the aircraft (mechanical actuators, flight controls, multimedia system for passenger seats, cabin ventilation, etc.). From an electrical point of view, aircraft equipment is considered as a load that consumes electrical energy.
- the power supply network conventionally comprises a main source of energy that is taken from the engines of the aircraft that participate in the thrust of the aircraft.
- an aircraft engine provides, on the one hand, a propulsive energy to allow the aircraft to move and, on the other hand, a non-propulsive energy, which is used as the main source of energy of the network. power supply.
- the invention relates to a method for managing an electrical power supply network of an aircraft, the power supply network comprising at least one distribution bus arranged to feed electrical charges.
- at least one aircraft propulsion engine generator adapted to provide a source of electrical energy
- at least one engine-class main power group adapted to provide a source of electrical energy
- a plurality of contactors adapted to electrically connecting the distribution buses with the propulsion engine generator and / or the main power unit
- a management module adapted to control the contactors, in which process under normal operating conditions of the aircraft, the management module controls the contactors so as to supply the distribution bus by the main power group of motor class and in operation of seco In the aircraft, the management module controls the contactors so as to feed the distribution bus by the propellant engine generator.
- the engine of the aircraft is no longer used by default to provide electrical energy under normal flight conditions. In other words, it is no longer necessary to oversize the engine of the aircraft so that it provides significant non-propulsive energy.
- the aircraft engine generator is used only for emergency operation, that is to say, in case of malfunction of the main engine class power group.
- the aircraft engine is less stressed in normal flight conditions which reduces its fuel consumption.
- the energy generated by the engine The aircraft is essentially a propulsive energy, the non-propulsive energy being provided by the main engine class power unit in normal operation.
- an engine-class main power group makes it possible to meet the needs of the power supply network independently of the engines of the aircraft, which improves the fuel efficiency.
- a motor-class main power group has increased reliability compared to a conventional auxiliary power group which is advantageous.
- the distribution bus is powered exclusively by the main engine class power group so as to avoid any use of the propellant engine generator.
- the power supply network comprising a first motor-class main power group and a second motor-class main power group, the power supply network comprising at least two distribution buses respectively belonging to a right-hand part and a left part of the power supply network, the first motor class main power group and the second motor class main power group respectively feed the distribution bus of the first part and the distribution bus of the second part of the power supply network.
- the second engine-class main power group alone feeds the distribution buses of the first part and the second part of the supply network in the event of a malfunction of the first main power group. engine class.
- each power unit is dimensioned to ensure, continuously, the power supply of the entire power grid.
- the second engine-class main power group supplies the distribution bus of the second part of the power supply network and the propulsion engine generator supplies the distribution bus of the first part of the power supply network. supply in the event of malfunction of the first main power group of the engine class. If the power group is sized to provide power to a single part of the power supply, the engine generator "
- the power supply network comprising a first propellant engine generator and a second propellant engine generator, the first generator and the second generator supply respectively the distribution bus of the first part and the distribution bus of the second part of the supply network for emergency operation of the aircraft.
- the power supply network comprising an emergency power supply sub-network
- the management module controls the contactors so as to supply the emergency power supply sub-network with a power source. independent emergency in case of malfunction of the propulsion engine generator in emergency operation.
- the vital functions of the aircraft can still be powered.
- FIG. 1 is a schematic representation of a power supply network according to the invention in the absence of power
- FIG. 2 is a schematic representation of the power supply network with a battery power
- FIG. 3 is a schematic representation of the supply network with a supply by an external servitude
- FIG. 4 is a diagrammatic representation of the power supply network with a power supply by the main power groups of motor class under normal operating conditions
- FIG. 5A is a schematic representation of the activation of the main power units of the engine class by a single gas generator of the aircraft;
- FIG. 5B is a schematic representation of the activation of the main power units of the engine class by two gas generators of the aircraft;
- FIG. 6 is a diagrammatic representation of the power supply network with a power supply by a single power class main power group
- FIG. 7 is a diagrammatic representation of the power supply network whose left part is powered by a single motor class power group and whose right part is powered by a motor of the aircraft;
- FIG. 8 is a diagrammatic representation of the supply network whose left and right portions are powered by a single motor class power group;
- FIG. 9 is a diagrammatic representation of the supply network of which the left part and the right part are powered by the engines of the aircraft.
- FIG. 10 is a schematic representation of the supply network with a source of emergency energy.
- an aircraft usually comprises a power supply network 1 in order to supply the various equipment of the aircraft (mechanical actuators, flight controls, multimedia system for passenger seats, ventilation of the cabin ).
- an equipment of the aircraft is considered as a load that consumes electrical energy and is powered by a distribution bus AC or DC.
- the power supply network 1 comprises five distribution buses, two main alternative BUSs (ACBUS1, ACBUS2) and three continuous BUSs (DCBUS1, DCBUS2, DCBATBUS) as well as an emergency power supply subnetwork.
- EEPDC also called emergency power heart.
- each BUS distributes the electrical energy to the loads of the supply network 1 according to its needs (direct current or alternating current).
- the power supply network is classically divided geographically into two parts in the aircraft: a so-called “left” part and a so-called “right” part.
- the left side has two left distribution buses (ACBUS1, DCBUS1) while the right part has two straight distribution buses (ACBUS1, DCBUS1), the bus battery (DCBATBUS) being common to the left and right parts.
- the power supply network is symmetrical which facilitates its reconfiguration.
- the power supply network 1 also includes BAT1, BAT2 electric batteries which supply the DCBATBUS battery bus.
- the BAT1, BAT2 electric batteries can also be recharged by the DCBATBUS battery bus during the flight of the aircraft or when the aircraft is on the ground.
- the supply network 1 can be connected to EXT electrical servitudes of an airport that make it possible to supply electric power to the entire supply network 1 without using the clean energy sources. to the aircraft.
- the continuous BUSs (DCBUS1 and DCBUS2) are powered either by the battery bus (DCBATBUS) or by the alternative BUSs (ACBUS1, ACBUS2) via transformers (TR1 and TR2 ), either one from the other.
- the supply network 1 comprises two generators G1, G2 driven by the main propulsion engines of the aircraft MOT1, MOT2 (not shown) which are adapted to provide a source of electrical energy.
- the main engines MOT1, MOT2 are conventionally mounted on the aircraft and adapted to provide the thrust required for the movement of the aircraft.
- the generation of a source of electrical energy by a propellant engine generator G1, G2 is known to those skilled in the art and will not be detailed further.
- the number of propulsion engine generators G1, G2 may be greater than two.
- the number of propulsion engine generators G1, G2 is independent of the number of main engines of the aircraft MOT1, MOT2.
- the power supply network 1 further comprises two main power units MPS1, MPS2 of motor class adapted to provide a source of electrical energy.
- main power groups are known from the patent application FR 2 964 087 of the company TURBOMECA.
- a main power group is designated a main power group and referenced by the acronym MPS for "Main Power Source”.
- An MPS power unit is based on an auxiliary power unit (known by its abbreviation APU for "Auxiliary Power Unit") whose reliability is increased to be equivalent to that of a propulsion engine of an aircraft.
- the power unit MPS is called "engine class”.
- An MPS power group is composed of one or several thermal generators driving one or more electric generators.
- the thermal generators may be of the gas turbine or piston engine type, the electric generators may be permanent magnet or three-stage generators (PMG permanent magnet generator, exciter, alternator) coupled directly to the reactor by a power multiplier and possibly in frequency.
- the power supply network 1 furthermore comprises an emergency EEPDC sub-network for the Emergency Electrical Power Distribution Center adapted to supply the most essential loads in the event of a generalized malfunction of the network's energy sources.
- power supply 1 (malfunction of the main power groups MPS1, MPS2 and generators G1, G2).
- the emergency subsystem EEPDC is connected to an emergency energy source S which is, for example, in the form of a power generation helix known to those skilled in the art under its RAT designation for "Ram Air Turbine".
- an emergency energy source S which is, for example, in the form of a power generation helix known to those skilled in the art under its RAT designation for "Ram Air Turbine”.
- the RAT propeller can electrically power the vital functions of the aircraft.
- the different BUSs and the different sources of electrical energy are connected via a plurality of C1-C18 contactors which are controlled by a management module (not shown) known to those skilled in the art. under its abbreviation PEPDC for "Primary Electrical Power Distribution Center".
- a management module makes it possible to control the C1-C18 contactors in order to connect certain power sources to certain distribution buses according to the desired configuration of the supply network 1.
- the management module makes it possible to prioritize the energy sources in order to control their use during normal flight operation, in emergency or emergency operation, as will be detailed below.
- the supply network 1 comprises two C1-C2 contactors making it possible to electrically connect the two main power groups MPS1, MPS2 and two contactors C3-C4 to electrically connect the two propulsion motor generators G1, G2. , the contactor C3 for electrically connecting the external servitudes.
- the C6-C7 contactors connect the ACBUS1, ACBUS2 alternating bus respectively to the main power groups MPS1, MPS2.
- C8-C9 contactors connect the ACBUS1, ACBUS2 alternative BUSs to the EEPDC emergency subnet.
- the contactors C10-C1 1 make it possible respectively to connect the transformers TR1, TR2 to the continuous buses DCBUS1, DCBUS2 which are respectively connected to the DCBATBUS battery bus by the contactors C12-C13.
- the batteries BAT1, BAT2 are respectively connected to the DCBATBUS battery bus by the contactors C14-C15.
- the switch C16 connects, for its part, the EEPDC emergency sub-network to the emergency power source S, the connector C17 connecting the EEPDC emergency sub-network to the DCBATBUS battery bus. As illustrated in FIG. 1, the contactor C18 connects the left part of the supply network to its right part.
- the management module controls C1-C18 contactors in order to reconfigure the power supply network and connect certain power sources with certain distribution buses.
- the C1-C18 contactors are all open.
- the distribution buses are powered by the main power units MPS1, MPS2 engine class while in emergency operation of the aircraft, the distribution buses are powered by the propulsion engine generators G1, G2.
- emergency operation it is meant that at least one of the main power groups MPS1, MPS2 has failed.
- the management module controls the C1-C18 contactors so that the main power groups MPS1, MPS2 provide by default the electrical power to the distribution buses so as not to solicit the main engines of the aircraft MOT1, MOT2 which limits the fuel consumption of said engines MOT1, MOT2.
- the distribution buses of the "left" part of the supply network 1 are adapted to be supplied, under normal conditions, by the first power group MPS1 and, under emergency conditions, by the first power group MPS1. propulsion engine generator G1.
- the distribution buses of the "right” part of the supply network 1 are adapted to be supplied under normal conditions by the second power unit MPS2 and, under emergency conditions, by the second motor generator propulsive G2.
- the management module controls C1-C18 contactors according to the availability of different energy sources.
- the batteries of the aircraft BAT1, BAT2 are activated due to the connection of the connectors C14-C5 so as to supply the DCBATBUS distribution bus.
- Such power supply by means of batteries is similar to the prior art.
- the power supply network 1 is powered by EXT electrical servitudes of the airport that feed the distribution buses of the left side and the right part of the power supply network 1 because of the connections of the contactors C5, C6, C7, C8, C10, C1 1 and C12.
- the servitudes allow the supply of AC BUS (ACBUS1, ACBUS2), DC BUS (DCBATBUS, DCBUS1 and DCBUS2) and transformers (TR1 and TR2).
- the EXT electrical servitudes allow the BAT1, BAT2 batteries of the aircraft to be recharged as illustrated in FIG. 3 because of the connection of the connectors C14-C15.
- Such power supply by means of electrical servitudes is similar to the prior art.
- the power supply network 1 is powered by the main power groups MPS1, MPS2 which respectively feed the buses of distribution of the left part and the right part of the power supply network 1 because of the connections of the contactors C1, C2, C6, C7, C8, C10, C1 1 and C12.
- the power groups MPS1, MPS2 enable the supply of AC BUS (ACBUS1, ACBUS2), DC BUS (DCBATBUS, DCBUS1 and DCBUS2) and transformers (TR1 and TR2) and the recharging of batteries BAT1, BAT2 of the aircraft as shown in Figure 4.
- the propulsion engine generators G1, G2 are not used in the electrical generation of the power supply network.
- Such management of the power supply network 1 goes against prejudices of the prior art which imposed a supply of distribution buses by the propellant engine generators G1, G2.
- the invention it is no longer necessary to adapt the regime of the propulsion engines of the aircraft to meet the electrical needs of the aircraft.
- the engines of the aircraft provide only propulsive energy under normal conditions which limits their fuel consumption.
- the electrical requirements are no longer correlated to the propulsive requirements.
- the two main power groups MPS1, MPS2 comprise a single and single gas generator GG for supplying power to the vehicle. whole network 1.
- the gas generator GG has a high degree of reliability, equivalent to the propulsive engines of the aircraft.
- each main power group MPS1, MPS2 is sized to take over the entire supply network 1.
- the first power unit MPS1 can take over and feed, by itself, the distribution buses of the right part and the left part of the power supply network 1 as illustrated in Figure 6.
- the contactor C2 is opened to disconnect the second main power group MPS2.
- the contactor C18 is closed to allow the supply of the two parts of the supply network 1.
- the two main power groups MPS1, MPS2 each comprise a gas generator GG1, GG2.
- each gas generator GG1, GG2 has a high degree of reliability.
- Each power group MPS1, MPS2 is sized to support only part of the power supply network 1. In this example, as shown previously, the power groups MPS1, MPS2 respectively feed the distribution buses of the left part and of the right part of the supply network 1.
- the second main power group MPS2 has a fault, the right part of the network 1 is no longer directly powered. Since the first main power group MPS1 can not support the right side distribution buses (ACBUS2, DCBUS2) in addition to those on the left side of the power supply 1, the second motor generator Propulsion G2 is activated to supply the second main power group MPS2 as illustrated in FIG. 7. For this purpose, the management module closes the contactor C4 while the contactor C7 remains open.
- the second generator G2 electrically feeds the distribution bus ACBUS2, the transformer TR2 as well as the distribution bus DCBUS2.
- Batteries BAT1, BAT2 are, for their part, recharged by the first MPS1 power group as shown in FIG.
- the second propulsion motor generator G2 can not supply the distribution bus DCBUS2.
- the management module controls the contactor C13 in order to connect the DCBUS2 distribution bus to the DCBATBUS battery bus.
- the management module allows a supply of the right part of the network 1 in the limit of the power capacity of the first main power group MPS1.
- the first power group MPS1 feeds the whole of the left part of the network 1 but also the DCBUS2 bus via the DCBATBUS bus.
- the invention applies similarly in the event of a malfunction of the first main power group MPS1 and the lower ACBUS1, the management of the power supply being advantageously symmetrical.
- a propulsion engine generator G1, G2 could also be used to provide additional energy while the main power unit is sized to supply the entire supply network 1. Such management of electrical energy keeps energy in reserve when needed.
- the management module controls power supply of the distribution buses by the motor generators propulsion G1, G2 as shown in Figure 9.
- the contactors C3 and C4 are closed by the management module while the C1, C2 contactors remain open.
- the power supply network 1 is powered by the propulsion engine generators G1, G2 which respectively supply the left and right portions of the power supply network 1 .
- the generator G1 allows the BAT1, BAT2 batteries of the aircraft to be recharged as illustrated in FIG. 9.
- the emergency subsystem EEPDC is powered by a source of power.
- emergency energy S which is here in the form of a RAT energy generation helix, the contactor C16 then being closed.
- the batteries BAT1, BAT2 also participate in the power supply, the contactor C17 being also closed.
- Such an emergency power supply is similar to the prior art.
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Business, Economics & Management (AREA)
- Emergency Management (AREA)
- Aviation & Aerospace Engineering (AREA)
- Supply And Distribution Of Alternating Current (AREA)
- Stand-By Power Supply Arrangements (AREA)
Abstract
Description
Claims
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
BR112015015441-7A BR112015015441B1 (en) | 2013-01-03 | 2013-12-24 | MANAGEMENT PROCESS OF AN AIRCRAFT ELECTRICAL POWER SUPPLY NETWORK |
ES13824631T ES2753238T3 (en) | 2013-01-03 | 2013-12-24 | Procedure for managing the electrical supply network of an aircraft |
CN201380068201.9A CN104884349B (en) | 2013-01-03 | 2013-12-24 | The management method of the electric power networks of aircraft |
RU2015125026A RU2646012C2 (en) | 2013-01-03 | 2013-12-24 | Method of controlling network of electric power supply of air vehicle |
US14/655,707 US10014707B2 (en) | 2013-01-03 | 2013-12-24 | Method for managing the electric power network of an aircraft |
EP13824631.9A EP2941383B1 (en) | 2013-01-03 | 2013-12-24 | Management method of a power supply network of an aircraft |
JP2015551215A JP6396325B2 (en) | 2013-01-03 | 2013-12-24 | Method for managing an aircraft power grid |
CA2893436A CA2893436C (en) | 2013-01-03 | 2013-12-24 | Method for managing the electric power network of an aircraft |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1350034 | 2013-01-03 | ||
FR1350034A FR3000469B1 (en) | 2013-01-03 | 2013-01-03 | METHOD FOR MANAGING THE ELECTRIC POWER SUPPLY NETWORK OF AN AIRCRAFT |
Publications (1)
Publication Number | Publication Date |
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WO2014106712A1 true WO2014106712A1 (en) | 2014-07-10 |
Family
ID=48224943
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR2013/053262 WO2014106712A1 (en) | 2013-01-03 | 2013-12-24 | Method for managing the electric power network of an aircraft |
Country Status (10)
Country | Link |
---|---|
US (1) | US10014707B2 (en) |
EP (1) | EP2941383B1 (en) |
JP (1) | JP6396325B2 (en) |
CN (1) | CN104884349B (en) |
BR (1) | BR112015015441B1 (en) |
CA (1) | CA2893436C (en) |
ES (1) | ES2753238T3 (en) |
FR (1) | FR3000469B1 (en) |
RU (1) | RU2646012C2 (en) |
WO (1) | WO2014106712A1 (en) |
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WO2016096187A1 (en) * | 2014-12-19 | 2016-06-23 | Abb Technology Ltd | A power system comprising a central energy storage system and a method of controlling power transfer in a power system |
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FR3001443B1 (en) | 2013-01-30 | 2016-05-27 | Microturbo | METHOD AND SYSTEM FOR SUPPLYING ELECTRIC POWER TO AN AIRCRAFT |
US9382011B2 (en) * | 2014-04-10 | 2016-07-05 | Pratt & Whitney Canada Corp. | Multiple aircraft engine control system and method of communicating data therein |
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WO2019183428A1 (en) | 2018-03-22 | 2019-09-26 | Continental Motors, Inc. | Engine ignition timing and power supply system |
CN108288853B (en) * | 2018-04-04 | 2024-05-28 | 中国商用飞机有限责任公司北京民用飞机技术研究中心 | Direct current power supply system and power supply method for airplane |
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RU2015125026A (en) | 2017-02-08 |
FR3000469B1 (en) | 2014-12-19 |
CN104884349B (en) | 2018-04-20 |
CA2893436A1 (en) | 2014-07-10 |
JP2016509551A (en) | 2016-03-31 |
CN104884349A (en) | 2015-09-02 |
JP6396325B2 (en) | 2018-09-26 |
FR3000469A1 (en) | 2014-07-04 |
CA2893436C (en) | 2021-05-25 |
US10014707B2 (en) | 2018-07-03 |
BR112015015441A2 (en) | 2017-07-11 |
BR112015015441B1 (en) | 2021-12-07 |
RU2646012C2 (en) | 2018-02-28 |
EP2941383A1 (en) | 2015-11-11 |
US20150333527A1 (en) | 2015-11-19 |
EP2941383B1 (en) | 2019-10-09 |
ES2753238T3 (en) | 2020-04-07 |
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